Patent GB-583856-A (GB)
Title: Improvements in or relating to means for locking or alternatively for moving one unit by means of a second unit on an aircraft structure
IPC: B64C21/08
Filed: 1943-11-25
Abstract: 583,856. Controlling aircraft. FAIREY AVIATION CO., Ltd., ORDIDGE, F. H., CHAPLIN, H. E., and COSTIGAN, F. J. Nov. 25, 1943, No. 19704. [Class 4] Extension flaps which can be depressed or bodily displaced below an aeroplane wing are associated with ancillary flaps above the wing so that as the former are moved into their nested, cruising, landing or take-off positions the ancillary flaps remain stationary and locked in their nested position, but when the flaps are moved to their braking position the ancillary flaps are both projected above the wings. Alternatively, either ancillary flap may be raised simultaneously with the depression of the main flap on the opposite side of the aircraft when the main flaps are moved differentially for lateral balancing, both flaps being raised when the main flaps are moved to their braking position. In one form, a flap b is carried by links c, d, the former pivoted to a fixed bracket on the wing and the latter to an independently adjustable bell-crank lever g by which the flaps on the two -sides of the aircraft can be oppositely tilted. The flap is shown in its cruising position, but as further rearward movement is given to the flap by an actuating rod d<2> acting on the link d the flap assumes an increasing angle of incidence owing to the link d being longer than the link c. An upper flap o pivoted to the wing at n has an arm 13 connected by a rod 11 to a pin 14 normally coaxial with the trunnions of the link c which is bifurcated and provided with grooves 15 along which the pin 14 can be slid by a link z connected to a lever w pivoted, to the wing at x and movable by a rod u. So long as the pin 14 is at the top of the grooves 15, the flap o remains nested for all positions of the flap b, but when the latter is to be used as an air brake its control lever is moved laterally through a gate opposite the cruising position in a quadrant and this movement actuates the rod u to cause the pin to move to the lower end of the grooves 15. Subsequent rearward movement of the flap b then causes the flap o to be projected above the wing. In the final braking position, the pin 14 becomes coaxial with the pivot x and prevents any reaction upon the rod u by the flap o. In another form, Fig. 10, a flap b of the tension link type is movable by a link c, differentially for balancing and equally for landing &c. The flap o in this case is connected by a link 19 to one end of a floating lever 20 connected at its other end to a guided rod 30 movable by lateral tilting of the pilot's control lever. The lever 20 is slotted to receive a pin 22 connected by a rod 29 to a pin 14 movable in a slot 15 in the lever c similarly to the pin 14 in the first form. The pin 22 is connected by a link 23, bell-crank 24 and link 25 to a point 26 on the link c so that the greater the rearward displacement of the flap b the less displacement can be given to the flap o by movement of the rod 30, until in the extreme position of the flap b the rod 30 becomes inoperative upon the flap o. When, however, the pin 14 is moved to the bottom of the slot 15, rearward movement of the flaps b simultaneously projects both flaps o. The mechanism for moving the flaps o on the two sides of the aircraft differentially by the rods 30 is so arranged that the flap o on one side can remain nested while the other is raised. For this purpose each of the rods 30 is connected to the main operating mechanism through a bell-crank so arranged that the crank - arm connected to the rod 30 moves from one side two the opposite side of its dead-centre position, without causing substantial movement of the flap o, when the rod 30 is moved in one direction, and moves away from the dead-centre position to raise the flap o when the rod 30 is moved in the opposite direction. Specification 579,819 is referred to.